KR0140231Y1 - Airconditioner system of electric vehicle - Google Patents
Airconditioner system of electric vehicle Download PDFInfo
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- KR0140231Y1 KR0140231Y1 KR2019960028182U KR19960028182U KR0140231Y1 KR 0140231 Y1 KR0140231 Y1 KR 0140231Y1 KR 2019960028182 U KR2019960028182 U KR 2019960028182U KR 19960028182 U KR19960028182 U KR 19960028182U KR 0140231 Y1 KR0140231 Y1 KR 0140231Y1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00899—Controlling the flow of liquid in a heat pump system
- B60H1/00907—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant changes and an evaporator becomes condenser
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
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- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Life Sciences & Earth Sciences (AREA)
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- Sustainable Energy (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
본 고안은 전기 자동차의 공조 시스템을 개시한다. 개시된 본 고안은, 난방 모드시 냉매가 차량의 실외에 설치된 제 1 응축기로 흐르지 않고 압축기에서 직접 흐르도록 압축기(1)와 별도로 연결되고, 차량의 실내에 설치된 제 2 응축기(2a)와; 상기 제 2 응축기(2a)와 압축기(1) 사이에 설치되고, 증발기(4)와 일체로 구성되어 계속적인 열교환을 하게 되는 제 3 응축기(2b)를 포함하는 전기 자동차의 공조 시스템에 있어서, 상기 제 2 응축기(2a)에 라디에이터(10)에서 연장된 냉각수 라인(11)이 근접,배치되고, 상기 냉각수 라인(11)은 냉/난방 모드 전환에 따라 압축기(1)에서 토출되는 냉매의 흐름을 역으로 변경시키는 인버터(5)와 압축기 전용 모터(7)를 통과하도록 배치되어, 상기 인버터(5)와 압축기 전용 모터(7)의 폐열로 제 2 응축기(2a)를 가열하게 구성된 것을 특징으로 한다.The present invention discloses an air conditioning system for an electric vehicle. The disclosed subject matter has a second condenser (2a), which is connected to the compressor (1) separately so that the refrigerant flows directly in the compressor and does not flow to the first condenser installed outside of the vehicle, in the heating mode; In the air conditioning system of an electric vehicle, provided between the second condenser (2a) and the compressor (1), comprising a third condenser (2b) integrally configured with the evaporator (4) for continuous heat exchange. The coolant line 11 extending from the radiator 10 is disposed close to the second condenser 2a, and the coolant line 11 controls the flow of the refrigerant discharged from the compressor 1 as the cooling / heating mode is switched. It is arranged to pass through the inverter 5 and the compressor-dedicated motor 7 to be reversed, characterized in that configured to heat the second condenser 2a by the waste heat of the inverter 5 and the compressor-dedicated motor 7. .
Description
본 고안은 전기 자동차의 공조 시스템에 관한 것으로서, 보다 구체적으로는 냉방장치의 압축기 전용 모터와 인버터의 폐열을 이용해서 난방효율을 상승시키고자한 전기 자동차의 공조 시스템에 관한 것이다.The present invention relates to an air conditioning system of an electric vehicle, and more particularly, to an air conditioning system of an electric vehicle intended to increase heating efficiency by using waste heat of a compressor-dedicated motor of an air conditioner and an inverter.
전기를 구동원으로 하는 전기 자동차는 가솔린이나 디젤을 구동원으로 하는 일반 자동차와 같이 냉/난방장치, 즉 공조 시스템이 구비되어 있다. 공조 시스템은 통상적으로, 차내와 같이 밀폐된 공간 내의 공기의 온도(가열 및 냉각), 습도(가습 또는 감습), 청정도(여과) 및 분산(순환)을 차내의 공간의 목적에 따라 동시에 수행하는 장치이며, 자동차의 공기 조화기는 냉방 장치와 난방 장치(히터를 포함하는 경우)를 포함한다. 냉방 장치는 기관에 풀리로 연결된 압축기를 구동원으로 해서 차내의 공기 온도와 습도를 낮추고, 난방 장치는 기관의 폐열을 이용해서 차내의 온도와 습도를 높인다.An electric vehicle using electricity as a driving source is provided with a cooling / heating device, that is, an air conditioning system, like a general vehicle using gasoline or diesel as a driving source. An air conditioning system typically performs the temperature (heating and cooling), humidity (humidification or humidity), cleanliness (filtration), and dispersion (circulation) of air in an enclosed space at the same time, depending on the purpose of the space in the vehicle. Device, wherein the air conditioner of a vehicle includes a cooling device and a heating device (when a heater is included). The air conditioner uses the compressor connected to the engine as a driving source to lower the air temperature and humidity in the vehicle, and the heating unit uses the engine's waste heat to increase the temperature and humidity in the vehicle.
그런데, 전기 자동차에서는, 전기 발생원인 축전지의 용량에 많은 제한이 따르게 되므로, 이 축전지로 압축기를 구동시키기에는 너무나 많는 전력소비가 발생되어 주행거리를 단축시키게 되므로, 압축기를 구동시키기 위한 압축기 전용 모터가 마련되어 있다. 또한, 전기 자동차에서는 별도의 난방장치가 구비되지 않고, 냉방장치를 이용해서 난방을 하도록 되어 있다. 즉, 난방장치의 가동할 때는, 냉방장치의 냉매 흐름이 역으로 진행되어, 응축기가 증발기 역할을 하게 된다.However, in electric vehicles, since a lot of limitations are put on the capacity of the battery which is the source of electricity generation, too much power consumption is generated to drive the compressor with this battery, which shortens the travel distance. It is prepared. In addition, in the electric vehicle, no separate heating device is provided, and heating is performed by using a cooling device. That is, when the heating device is operating, the refrigerant flow of the cooling device is reversed, so that the condenser acts as an evaporator.
먼저, 냉방 모드일 경우에는, 도 1에 도시된 바와 같이, 압축기(1), 응축기(2), 팽창 밸브(3), 증발기(4), 컨버터(5), 및 컨트롤러(6)로 구성되어서, 통상의 증기 압축식 냉장고와 동일한 작동 원리로 작동한다.First, in the cooling mode, as shown in FIG. 1, the compressor 1, the condenser 2, the expansion valve 3, the evaporator 4, the converter 5, and the controller 6 are configured. It works on the same working principle as a conventional steam compressed refrigerator.
즉, 압축기(1)는 전용 모터에 의해 작동되어, 냉매를 고압의 가스 상태로 압축한다. 고압의 가스 상태로 압축된 냉매는 압축기(1)에 연결된 배관을 통하여 응축기(2)로 보내진다. 냉매는 응축기(2)에서 고압의 액체로 응축된 후, 팽창 밸브(3)를 통과하는 것에 의하여 저온,저압의 액체로 되어 차내에 설치된 증발기(4)로 보내진다.That is, the compressor 1 is operated by a dedicated motor to compress the refrigerant into a high pressure gas state. The refrigerant compressed to a high-pressure gas is sent to the condenser 2 through a pipe connected to the compressor 1. The refrigerant is condensed into a high pressure liquid in the condenser 2 and then passed through the expansion valve 3 to be a low temperature, low pressure liquid and sent to the evaporator 4 installed in the vehicle.
증발기(4)로 들어간 냉매는 증발기(4)를 거치는 동안, 저압의 가스 상태로 변환되며, 응축기 팬에 의해 송풍된 주위의 더운 공기는 증발기를 통과하는 동안, 증발기 내의 냉매와 열 교환되는 것에 의하여 냉각되는 동시에, 증발기 팬에 의하여 차내로 보내진다. 냉매는 증발기를 통과하는 동안 저압의 가스 상태로 되고, 압축기(1)로 보내져 다시 재순환을 하게 된다.The refrigerant entering the evaporator 4 is converted to a low pressure gas state while passing through the evaporator 4, and the surrounding hot air blown by the condenser fan is exchanged with the refrigerant in the evaporator while passing through the evaporator. At the same time it is cooled and sent into the car by an evaporator fan. The refrigerant enters a low pressure gas state through the evaporator and is sent to the compressor 1 for recirculation.
한편, 공기에 포함된 포화 상태의 수분은 증발기(4)에서 응축되어 감습되고, 증발기(4) 표면에서 응축된 응축수는 증발기 하부에 위치된 물받이에 모아져, 물받이에 연결된 호스를 통하여 자동차 외부로 배출된다.Meanwhile, the saturated water contained in the air is condensed and humidified in the evaporator 4, and the condensed water condensed on the surface of the evaporator 4 is collected in a drip tray located under the evaporator, and discharged to the outside of the vehicle through a hose connected to the drip tray. do.
한편, 난방 모드일 경우에는, 인버터(5)에서 압축기(1)에서 토출되는 냉매의 흐름을 냉방 모드의 역으로 진행시키게 된다. 즉, 압축기(1)에서 토출된 고온,고압의 냉매가 증발기(4)로 먼저 보내어져 저온,저압의 액체로 응축되면서, 응축기 팬에 의해 송풍되는 외기와 열교환되어, 외기의 온도를 상승시키게 된다. 온도가 상승된 외기는 차내로 응축기 팬에 의해 송풍되고, 냉매는 팽창밸브(3)를 통과하면서 저온,저압의 액체로 된 후, 응축기(2)를 지나면서 차가운 외기에서 열을 흡수하여 중온,저압의 기체로 된 다음, 다시 압축기(1)로 보내어지게 된다.On the other hand, in the heating mode, the flow of the refrigerant discharged from the compressor 1 in the inverter 5 is advanced to the reverse of the cooling mode. That is, the high temperature and high pressure refrigerant discharged from the compressor 1 is first sent to the evaporator 4 and condensed into a low temperature and low pressure liquid, thereby exchanging heat with the air blown by the condenser fan, thereby raising the temperature of the outside air. . After the temperature rises, the outside air is blown into the vehicle by a condenser fan, and the refrigerant becomes a liquid of low temperature and low pressure while passing through the expansion valve 3, and then absorbs heat from cold outside air while passing through the condenser 2, It is made of low pressure gas and then sent back to the compressor 1.
그런데, 적정한 난방효율이 발휘되려면, 응축기(1)로 유입되는 냉매와 외기와의 온도차가 20℃ 이상, 예를 들면 외기의 온도가 -8℃일 경우에는 냉매의 온도가 -28℃ 이하가 되어야만 적정한 난방효율이 발휘될 수가 있다.However, in order to achieve proper heating efficiency, when the temperature difference between the refrigerant flowing into the condenser 1 and the outside air is 20 ° C or more, for example, when the temperature of the outside air is -8 ° C, the temperature of the refrigerant must be -28 ° C or less. Appropriate heating efficiency can be exhibited.
그러나, 상기와 같이 외기의 온도가 -8℃ 이하로 떨어지면, 냉매가 응축기(2)를 지나면서 충분한 열을 얻지 못하고, 따라서 압축기(1)에서 고온,고압의 냉매가 토출되지 못하게 되고, 결국에는 응축기(2)로 유입되는 냉매의 온도가 -28℃ 이상이 되어, 난방성능이 저하되는 문제점이 있었다.However, when the temperature of the outside air falls below -8 ° C as described above, the refrigerant does not obtain sufficient heat as it passes through the condenser 2, and thus, the refrigerant of the high temperature and high pressure cannot be discharged from the compressor 1, and eventually, The temperature of the refrigerant flowing into the condenser 2 is -28 ° C or more, and there is a problem that the heating performance is lowered.
이를 해소하기 위해 종래에는 도 2 및 도 3에 도시된 바와 같이, 응축기(2)와 증발기(4) 사이에 냉매에 열을 보충하기 위한 제 2 응축기(2a)를 설치하고, 특히 이 제 2 응축기(2a)는 온도가 매우 낮은 외기와 직접 접촉되지 않도록 증발기(4)와 같이 차량의 실내에 위치하도록 설치된다. 또한, 제 3 응축기(2b)가 증발기(4)에 접촉되게 설치되면서 제 2 응축기(2a)와 압축기(1) 사이에 설치된다.In order to solve this problem, conventionally, as shown in FIGS. 2 and 3, a second condenser 2a for replenishing heat to the refrigerant is provided between the condenser 2 and the evaporator 4, and in particular, the second condenser. 2a is provided such that it is located in the vehicle interior such as the evaporator 4 so as not to be in direct contact with outside air having a very low temperature. In addition, the third condenser 2b is installed between the second condenser 2a and the compressor 1 while being installed in contact with the evaporator 4.
상기와 같이 구성되어서, 냉방 모드일 경우에는 제 2 응축기(2a)를 지나는 냉매는 열교환없이 그대로 바이패스되고, 제 3 응축기(2b)로는 전혀 흐르지 않게 되어, 기존의 냉매 사이클과 동일한 사이클을 형성하게 된다.When the cooling mode is configured as described above, the refrigerant passing through the second condenser 2a is bypassed as it is without heat exchange, and does not flow to the third condenser 2b at all, thereby forming the same cycle as the existing refrigerant cycle. do.
난방 모드일 경우에는, 냉매는 제 1 응축기(2)로 흐르지 않는다. 즉, 압축기(1)에서 토출된 고온,고압의 냉매는 증발기(4)를 통과하면서 저온,저압으로 된 다음, 제 1 응축기(2)로 흐르지 않고 차량의 실내에 위치한 제 2 응축기(2a)로 보내져 중온,저압의 기체로 된다. 다시 냉매는 압축기(1)로 들어가기 전에, 증발기(4)에 접촉된 상태로 있는 제 3 응축기(2b)를 지나면서 어느 정도의 열이 보충된 다음, 압축기(1)로 보내어지게 된다.In the heating mode, the refrigerant does not flow to the first condenser 2. That is, the high temperature and high pressure refrigerant discharged from the compressor 1 becomes a low temperature and a low pressure while passing through the evaporator 4 and then flows to the second condenser 2a located in the interior of the vehicle without flowing to the first condenser 2. It is sent to become a gas of medium temperature and low pressure. Again, before entering the compressor 1, the refrigerant passes through the third condenser 2b, which is in contact with the evaporator 4, to compensate for some heat, and then is sent to the compressor 1.
따라서, 냉매는 실내에 위치한 제 2 응축기(2a)에서 외기와 열교환되므로, 열을 얻기가 보다 용이하고, 특히 증발기(4)와 계속적을 열교환을 하고 있는 제 3 응축기(2b)를 지나면서 어느 정도의 열을 보충된 상태로 압축기(1)로 공급되므로써, 압축기(1)에서 냉매를 고온,고압의 상태로 전환시키기가 보다 용이해진다.Therefore, since the refrigerant is heat-exchanged with the outside air in the second condenser 2a located indoors, it is easier to obtain heat, and in particular, to some extent while passing through the third condenser 2b continuously exchanging heat with the evaporator 4. By supplying the heat to the compressor 1 in a supplemented state, it is easier to switch the refrigerant to a high temperature and high pressure state in the compressor 1.
그러나, 종래의 전기 자동차의 공조 시스템, 특히 난방장치에서 비록 제 2 및 제 3 응축기(2a,2b)를 별도로 구비시켜서 냉매에 열을 어느 정도 보충해주는 것은 가능해졌지만, 외기의 온도가 매우 낮아지게 되면, 열 보충에 한계가 있게 되고, 따라서 압축기(1)에서 냉매를 고온,고압 상태로 토출시킬 수가 없게 되므로써, 난방성능이 저하된다는 문제점이 여전히 상존하였다.However, in the air-conditioning system of the conventional electric vehicle, in particular, the heating device, although it is possible to separately provide the heat to the refrigerant by providing the second and third condensers 2a and 2b separately, when the temperature of the outside air becomes very low There is a limit to heat replenishment, and thus, the compressor 1 cannot be discharged in a high temperature and high pressure state, and thus the problem of deterioration in heating performance still remains.
따라서, 본 고안은 종래의 전기 자동차의 공조 시스템의 문제점을 해소하기 위해 안출된 것으로서, 전기 자동차의 폐열을 이용해서 냉매에 열을 보충시켜 외기의 온도가 매우 낮아지더라도 난방성능을 유지시킬 수 있는 전기 자동차의 공조 시스템을 제공하는데 목적이 있다.Therefore, the present invention has been devised to solve the problems of the air conditioning system of the conventional electric vehicle, by using the waste heat of the electric vehicle to supplement the heat to the refrigerant to maintain the heating performance even if the temperature of the outside air is very low The purpose is to provide an air conditioning system for an electric vehicle.
도 1은 일반적인 전기 자동차의 공조 시스템을 나타낸 도면1 is a view showing an air conditioning system of a general electric vehicle
도 2 및 도 3은 종래의 전기 자동차의 공조 시스템을 나타낸 것으로서,2 and 3 show an air conditioning system of a conventional electric vehicle,
도 2는 냉방 모드시의 냉매 흐름을 나타낸 도면2 is a view showing a refrigerant flow in the cooling mode
도 3은 난방 모드시의 냉매 흐름을 나타낸 도면3 is a view showing a refrigerant flow in the heating mode
도 4는 본 고안에 따른 전기 자동차의 공조 시스템을 나타낸 도면4 is a view showing an air conditioning system of an electric vehicle according to the present invention
* 도면의 주요부분에 대한 부호의 설명* Explanation of symbols for main parts of the drawings
1 : 압축기 2 : 제 1 응축기1: compressor 2: first condenser
2a : 제 2 응축기 2b : 제 3 응축기2a: second condenser 2b: third condenser
3 : 팽창밸브 4 : 증발기3: expansion valve 4: evaporator
5 : 인버터 7 : 압축기 전용 모터5: Inverter 7: Compressor Dedicated Motor
10 : 라디에이터 11 : 냉각수 라인10 radiator 11: coolant line
12 : 물펌프12: water pump
상기와 같은 목적을 달성하기 위해 본 고안은, 난방 모드시 냉매가 차량의 실외에 설치된 제 1 응축기로 흐르지 않고 압축기에서 직접 흐르도록 압축기와 별도로 연결되고, 차량의 실내에 설치된 제 2 응축기와; 상기 제 2 응축기와 압축기 사이에 설치되고, 증발기와 일체로 구성되어 계속적인 열교환을 하게 되는 제 3 응축기를 포함하는 전기 자동차의 공조 시스템에 있어서,In order to achieve the above object, the present invention, in the heating mode, the refrigerant is not connected to the first condenser installed in the vehicle, but flows directly from the compressor to flow separately from the compressor, a second condenser installed in the interior of the vehicle; In the air conditioning system of the electric vehicle is provided between the second condenser and the compressor, comprising a third condenser which is integrally formed with the evaporator to perform a continuous heat exchange,
상기 제 2 응축기에 라디에이터에서 연장된 냉각수 라인이 근접,배치되고, 상기 냉각수 라인은 냉/난방 모드 전환에 따라 압축기에서 토출되는 냉매의 흐름을 역으로 변경시키는 인버터와 압축기 전용 모터를 통과하도록 배치되어, 상기 인버터와 압축기 전용 모터의 폐열로 제 2 응축기를 가열하게 구성된 것을 특징으로 한다.The coolant line extending from the radiator is disposed close to and arranged in the second condenser, and the coolant line is arranged to pass through an inverter and a compressor-dedicated motor which reversely changes the flow of the refrigerant discharged from the compressor according to the cooling / heating mode switching. And heat the second condenser with waste heat of the inverter and the compressor-dedicated motor.
상기된 본 고안의 구성에 의하면, 라디에이터에서 이어진 냉각수 라인을 제 2 응축기로 보내면서, 인버터와 압축기 전용 모터에서 발생되는 폐열에 의해 온도가 상승된 냉각수로 제 2 응축기를 가열시키게 되므로써, 제 2 응축기를 지나는 냉매의 열보충이 보다 용이해지게 된다.According to the above-described configuration of the present invention, the second condenser is heated by the cooling water whose temperature is increased by the waste heat generated by the inverter and the compressor-dedicated motor while sending the cooling water line connected from the radiator to the second condenser. It will be easier to heat the refrigerant passing through the.
이하, 본 고안의 바람직한 실시예를 첨부도면에 의거하여 상세히 설명한다.Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[실시예]EXAMPLE
도 4는 본 고안에 따른 전기 자동차의 공조 시스템을 나타낸 도면이다.4 is a view showing an air conditioning system of an electric vehicle according to the present invention.
참고로, 본 실시예의 구성을 설명함에 있어, 명세서의 서두에서 설명된 종래의 기술과 동일한 부분에 대해서는 설명의 중복을 피하기 위하여 반복설명은 생략하고 개선된 부분만을 주로하여 설명하며, 또한 동일부번을 사용한다.For reference, in the description of the configuration of the present embodiment, the same parts as in the prior art described at the beginning of the specification are omitted and repeated descriptions are mainly described in order to avoid duplication of description. use.
본 발명에서는, 전기 자동차의 기관 냉각을 위한 냉각수와, 압축기 제어를 위한 인버터 및 모터의 폐열을 이용한다.In the present invention, the coolant for engine cooling of an electric vehicle and the waste heat of the inverter and the motor for controlling the compressor are used.
즉, 도 4에 도시된 바와 같이, 라디에이터(10)에서 이어진 냉각수 라인(11)이 제 2 응축기(2a)에 근접,배치된다. 이 냉각수 라인(11)에는 물펌프(12)가 설치되어, 이 물펌프(12)에 의해 냉각수가 강제압송되게 된다. 또한, 냉각수 라인(11)은 냉/난방 모드 전환시, 압축기(1)에서 토출되는 냉매의 흐름을 역으로 전환시키는 컨버터(5)와, 압축기(1) 구동을 위한 압축기 전용 모터(7)를 통과하여 제 2 응축기(2a)로 이어지게 된다.That is, as shown in FIG. 4, the coolant line 11 continued from the radiator 10 is disposed close to the second condenser 2a. The water pump 12 is provided in this cooling water line 11, and the cooling water is forcibly conveyed by this water pump 12. FIG. In addition, the coolant line 11 includes a converter 5 which reverses the flow of the refrigerant discharged from the compressor 1 when the cooling / heating mode is switched, and a compressor-specific motor 7 for driving the compressor 1. Passing through it leads to the second condenser 2a.
여기서, 미설명부호 2는 냉방 모드시에만 냉매가 흐르게 되는 제 1 응축기이고, 2b는 제 3 응축기이며, 3은 팽창밸브, 4는 제 3 응축기와 일체화된 증발기이다.Here, reference numeral 2 denotes a first condenser through which refrigerant flows only in the cooling mode, 2b is a third condenser, 3 is an expansion valve, and 4 is an evaporator integrated with the third condenser.
상기와 같이 구성되어서, 증발기(4)에서 공급된 저온,저압의 냉매는 제 2 응축기(2a)에서 외기와 열교환되면서 열을 보충받게 된다. 이때, 물펌프(12)에 의해 강제압송되는 냉각수, 즉 라디에이터(10)로부터 강제압송되는 약 55 내지 65℃의 냉각수가 인버터(5)와 모터(7)를 거치면서, 인버터(5)와 모터(7)에서 발생되는 폐열을 흡수하여 온도가 더 상승이 되어, 제 2 응축기(2a)로 보내어져서 제 2 응축기(2a)를 지나는 냉매를 가열시켜 열을 보충시키게 된다.It is configured as described above, the low-temperature, low-pressure refrigerant supplied from the evaporator (4) is replenished with heat by heat exchange with the outside air in the second condenser (2a). At this time, the cooling water forced by the water pump 12, that is, the cooling water of about 55 to 65 ℃ forced by the radiator 10 passes through the inverter 5 and the motor 7, while the inverter 5 and the motor The waste heat generated in (7) is absorbed to further increase the temperature, which is sent to the second condenser 2a to heat the refrigerant passing through the second condenser 2a to supplement the heat.
상기된 바와 같이 본 고안에 의하면, 인버터(5)와 모터(7)에서 발생되는 폐열을 이용해서 제 2 응축기(2a)를 냉각수로 가열시켜 냉매의 열을 보충시키므로써, 압축기(1)에서 냉매를 고온,고압상태로 만들기가 보다 용이해지고, 따라서 외기가 매우 낮은 겨울철에도 난방성능이 저하되지 않게 유지시킬 수가 있게 된다.According to the present invention as described above, by using the waste heat generated in the inverter 5 and the motor 7 to heat the second condenser 2a with cooling water to replenish the heat of the refrigerant, the refrigerant in the compressor 1 It is easier to make the high temperature and high pressure state, and thus it is possible to keep the heating performance not to be degraded even in the winter when the outside air is very low.
한편, 본 고안은 상술한 특정의 바람직한 실시예에 한정되지 아니하며, 청구범위에서 청구하는 본 고안의 요지를 벗어남이 없이 당해 발명이 속하는 분야에서 통상의 지식을 가진 자라면 누구든지 다양한 변경 실시가 가능할 것이다.On the other hand, the present invention is not limited to the above-described specific preferred embodiments, anyone of ordinary skill in the art to which the present invention pertains without departing from the gist of the present invention claimed in the claims may be variously modified. will be.
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR2019960028182U KR0140231Y1 (en) | 1996-09-04 | 1996-09-04 | Airconditioner system of electric vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR2019960028182U KR0140231Y1 (en) | 1996-09-04 | 1996-09-04 | Airconditioner system of electric vehicle |
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| KR19980014986U KR19980014986U (en) | 1998-06-25 |
| KR0140231Y1 true KR0140231Y1 (en) | 1999-05-15 |
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| KR100572613B1 (en) * | 1999-09-30 | 2006-04-19 | 한라공조주식회사 | Electric Heat Pump System |
| KR100950402B1 (en) * | 2003-05-30 | 2010-03-29 | 한라공조주식회사 | Heat pump system for electric-car |
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